Power transmission



All@ 29,1939 cg A. NERACHER E-r Al. V2,170,869

POWER TRANsMssIoN Filed Nov. 2e, 1937 6 Sheets-Sheet l BY zZZzfm 6 Sheets-Sheet v2 POWER TRANSMI s sIo'N Filed NOV. 25, 1937 c. A. NERACHER ET AL f. ,AMI/lll www Aug. 29, 1939. k

Aug. 29, 1939. c; A. N'ERACHER ET Al. 2,170,859

POWERTRANSMISSION Filed Nov. 2e, 1937 e sheets-sheet 5 c.` A. NERACHER ET AL 2,170,869

POWER TRANSMISSION Filed Nov. 26, 193'?y 6 Sheets-Sheet 4 Aug. 29, 1939.

Aug. 29, 1939. c. A. NERACHER ET Al. 2,170,869

POWER TRANSMISSION .Filed Nov. 26, 1937 s sheetssheet 5 Aug. 29, 1939. c. A. NERAcl-IER r-:T AL 2,170,869-

POWER TRANSMISSION Filed Nov. 26, 1937 6 Sheets-Sheet 6 MM @a TTORNE 25.

'Patented Aug. 29, 1939 UNITED STATES PGWER TRANSMISSION Carl A. Neracher and William T. Dunn, Detroit,

Mich., assignors to Chrysler Corporation, Highland Park, Mich., a corporation of Delaware Application November 26, 1937, Serial No. 176,606 l 22 Claims.

Our invention relates to power transmission mechanism and refers more particularly to improvements in power transmission systems especially adapted for use in connection with motor vehicles, although notnecessarily limited thereto.

In certain more limited aspects the invention provides improvements in the drive and control of power transmission systems of the general class vhaving epicyclic or planetary gear trains.- It is customary with such planetary transmissions to arrange the gearing to provide the desired number of speed ratios between the engine and the vehicle driving ground wheels, and such gearing is customarily selected and controlled to obtain the desired driving speed ratio by actuation of any one of a group of transmission control-ling devices usually consisting of reaction brakebands associated with and controlling the rotation of corresponding drums or similar elements of the various gear trains.

An object of our invention resides in the provision of a novel and inexpensive means for effecting, in response to the selection of a speed ratio, the desired degree of engagement of the selected speed ratio controlling device of the transmission.

Another object of our invention, in certain more limited aspects, 4is to provide a pump pressure regulating means whereby the proper iluid pressure, which fluid pressure actuates the pressure operating means for operating the speed ratio controlling devices of the planetary gear trains or other corresponding types of transmission, is effected to provide in response to the selection of a speed ratio the desired degree of engagement of the selected speed ratio controlling device. In the broader aspects of our invention the fluid pressure is preferably provided by a suitable liquid medium such as oil, but the fluid pressure medium may be air under pressure greater or mission speed ratio controlling device necessary.

0 to control the torque transmitted by the selected speed ratio gear train.

More specifically, the invention has for one of 4 its objects the provision of yieldable means for selectively varying the pressure delivery of a Aswash plate p ump in accordance with the se- (Cl. 'i4-262) lective operation of the fluid actuated speed ratio controlling devices of a transmission mechanism. A still further object of our invention is to provide a convenient means for effecting a regulatable even increase and decrease of slippage of 5 the selected speed ratio controlling device; and additional means for effecting, in response to the selection of a speed ratio and the positioning of the rst said means in its normal condition, the desired degree of engagement of the selected 10 speed ratio controlling device of the transmission.

An additional object of our invention resides in the provision of a convenient means for effecting a regulatable even control to zero pressure of the iluid pressure produced by the well known swash 15 plate pump, and additional means for eiecting, in response to the selection of a speed ratio and the positioning of the first said means in its normal condition, the proper maximum iiuid pressure of the pump to produce the degree of engagement of 20 the selected transmission speed ratio controlling device necessary to control the torque transmitted by the selected speed ratio gear train.

Further objects and advantages of our invention will be apparent from the following detailed 25 descriptions of several illustrative embodiments of the principles of our invention, reference being had to the accompanying drawings in which:

Fig. 1 is' a side elevational view, somewhat diagrammatic in form, illustrating our power 30 transmission mechanism as a whole.

Fig. 2 is a detail elevational view showing the manually controlled selector element and the well known clutch, brake and accelerator pedals of a motor vehicle. 35

Fig. 3 is a sectional view of the manually controlled selecting mechanism taken as indicated by the line 3 3 of Fig. 1. i

- with, the section being taken as indicated by the line 'i-'l of Fig. 6.

Fig. 8 is a vertical elevational view illustrating the housing mechanism for the iluid pressure operator and associated control valve, the view be- 55 ing taken approximately as indicated by the line a-s of Fig. 6.

Fig. 9 is an enlarged sectional view taken along line 9-9 of Fig. 8.

approximately as indicated by the line |3--i3 of Fig. 1. A

Fig. 14 is an end elevational view taken as indicated by the line I4-I4 of Fig. l2.

Fig. l5 is an end elevational view along the line I5-l5 of Fig. 11.

Fig. 16 is a reduced detail sectional view taken along the line l6-l6 of Fig. l2.

Fig. 17 is a diagrammaticfview illustrating the electrical system of control between the manually operated selector element and the fluid pressure control valve mechanism.

Fig. 18 is an enlarged detail sectional view taken approximately as' indicated by the line l3-I8 of Fig. 12.

Fig. 19 is a partial detail sectional view corresponding -to Fig. 1 8 but illustrating another embodiment of our pump pressure control.

Referring now to the drawings, we have illustrated our invention in connection with a motor vehicle drive, this drive including a prime mover or engine A, a portion of which is shown in Fig. 1, a main clutch B driven from the engine, and a change speed transmission or gear box C driven from the clutch' B. The drive passes from the transmission through the power take-oil' shaft 26, which, as usual, may extend rearwardly of the vehicle to drive the usual ground wheels (not shown).

'I'he clutch B may be of any suitable construction for controlling .the drive between engine A and transmission C, this clutch being illustrated in Fig. 6 in the form of a iluid coupling type having the usual driving and driven cooperating vane members 2l and 22 respectively.A The drivingl vane memberZi is carried by the engine yw'heel 23, the latter being connectedv as usual with the rear end of the' engine crank shaft u. ,The driven vane member 22 is splined to a hub 25 which in turn is splined at 26 on the forward end, of the driven shaft 21. 'Ihis driven shaft extends rearwardly to drive the power take-oil' shaft 2l through the intermediary of the various gear trains of transmission C.

Where the power means for operatingV the transmission is afforded by a fluid such as oil under pressure,zthe pump for placing the oil under pressure is preferably operated from 'the en- Sine to maintain the iiuid pressure even -when the pump is idling. It is therefore preferred to provide a pump drive from the driving clutch member 2| rather than the driven clutch. member 22 inasmuch as the latter may be stationary under certain conditions of vehicle operation such as when the vehicle is standing still with the engine idling. Y

This pump drive may be provided by reason of a driving sleeve or hollow shaft 23 mounted on the shaft 21 but rotatable independently thereof. The sleeve 23 has a hub or flange 30 connected at 3| with the driving vane' member 2l of the clutch B so that even when the driven vane member 22 not being operated from the driving vane member 2i, the sleeve 29 will be roltatably driven from the engine crankshaft 24 and flywheel 23. The pump drive from sleeve 29 will be more apparent hereinafter.

We have illustrated the iiuid type of clutch B since a. clutch of this character has a number of advantages in connection with a transmission of the planetary gear type C and in further connection with our arrangement of vehicle driving controls which will be presently described more in detail. Among the advantages of the iluid type of clutch are the provision of a smooth drive 'for the vehicle through the planetary transmission, relatively high power driving eiciency, automatic release of the drive between the engine and transmission when the engine is idling, and.with the transmission manipulated to establish one of its driving gear ratio settings, and other well known favorable characteristics. We desire to point out, however, that other types of clutches may be employed to control the drive between engine A and transmission C within the broader aspects of our invention. For example, the Well known type of friction clutch may be employed and manually operated or automatically operated by the well known commercial type of vacuum clutch releasing mechanism as will be readily understood.

We have illustrated the change speed transmission C as the epicyclic or planetary type. this general form of transmission being well known in the art and, as usual, includes a plurality of transmission speed ratio controlling clutches or `brakes 32, 33, 34 and 35, these braking controlling devices being ,respectively adapted to actuate the transmission in its rst speed ratio or low gear, second speed ratio or intermediate gear, tlrd speed ratio or direct drive, and reverse drive. Other speeds may be provided as desired.

The typical brake device 32 illustrated in Fig. 'I consists of an outer band 36 which substantially surrounds the rotary element or`drum 31, the band being provided with friction braking material 38 carried by the band and adapted for frictional engagement with the drum 31. The band 36 has its ends formed with laterally projecting actuating anges 3,9 and 40 positioned adjacent each other, means being provided to move the band ends toward each other to contract the band 36 for causing the friction material 38 to brake rotary drum 31, the band having suilicient inherent resilience to expand away from contact with the drum when the actuating means is relieved at the ilanged ends 39 and 4U. In Fig. "I the low speed ratio braking device 32 is illustrated in its inoperative position whereby the drum 31 is free to rotate through operation of the planetary gear set 4I somewhat diagrammatically illustrated in association with the drum 31. When the braking device 32 is actuated Iby contracting the band 36, the drum 31 is held against rotation, the driven shaft 20 in such instance being operated through the planetary gearing 4| to provide the low speed drivefor the motor vehicle.

In order to anchor the band 36 and to substantially equalize the braking forces applied to drum 31 around the periphery thereof and thereby substantlally avoid a tendency toward lateral loading oi' the drum and planetary gearing transverse to the axis of the drum, we have providedthe band with a circumferentially spaced pair of anchoring flanges 42. These angesare conof the transmission side cover casing 41, the

`otally connected at their opposite ends respectively with the anchors 42 and levers 44.

'I'he third speed clutching controlling device 34 is arranged for a direct drive through the transmission and differs somewhat from the braking devices 23, 33 and 35 in that the controlling device 34 has its rotary controlling element 50 adapted for clutching actiony in a well known manner by frictional engagement through the discs I' by an axially movable clutching member 52. The latter clutching member is thus engaged by the yoked end 54 of an actuating lever 55 pivotally mounted by a pin 56 suitably supported' in the transmission casing. On the opposite side of pivot 56 the lever 55 is provided with a step actuating portion 59, the purpose of which will presently be more apparen L The transmission casing portions 58 and 58a are respectively provided with the vertically spaced inwardly extending supporting brackets 62 and 63, respectively, these brackets being formed with coaxial splined openings 64 and 65, l these openings are respectively. Splined within the nuts 66 and 61 which are axially and oppositely threaded to receive the correspondingly threaded ends 68 and 69 of an operating oscillatory shaft or screws 10.

The shaft extends through openings 1| and 12, respectively, formed to open laterally in the aforesaid band ends 39 and 4U, these openings having considerable clearance with shaft 10 so as not to bind on the shaft when the band is contracted and expanded. In order to transmit the thrust of the nuts 66 and 61 to the flanges 39 and 40 so 'as to relieve distorting loads on the shaft 10 and parts associated therewith, each nut operates a sleeve 13 having a curved face 14 engaging a curved face 15 of band end 39 or 40. The engaged curved faces 14 and 15 provide a rocking freedom of action, each sleeve 13 having a clearance indicated at 16 with the shaft 18.

The operating shaft 10 of the low speed braking device 32 has its portion thereof intermediate the band ends 39 and 40 formed with a gear 11, the means for oscillating shaft 10 through the gear 11 being hereinafter more particularly described.

In `the operation of the low speed controlling device 32 as thus far described, it will be apparent that when the shaft 10 is given a rotary movement, such movement operates through the oppositely threaded ends 68 and 69 ofthe shaft 18 to cause the nuts 56 and 61 to move inwardly toward each other in their splined openingsy 64 and 65 respectively, this movement acting'through the sleeve 13 to contract the band ends 39 and 40 whereby the low speed drum 31 has its rotation checked for establishing the low speed drive through the transmission. When the shaft 19 is rotated in the opposite direction, the nuts 66 and 61 are moved away from each other and the band 36 is expanded to permit the drum 31 to again rotate and thereby relieve the drive through the transmission controlling device 3 In order to avoid repetition we have not illustrated all of the details of the brake operated means associated with the controlling devices 33 and 35, it being understood that such operating means are similar to that described in connection with the controlling dev ice 32. For convenience of reference the operating shaft or screw for the reverse speed braking device is designated as 1|)EL and the corresponding shaft for the second speed braking device 33 is designated as 10b. The gears associated with these screw shafts are respectively designated as 11a and 11b. As will be more apparent presently, they gears 11, 11`and 11b and lever end 59 are adapted to be selectively operated in order to selectively control the engagement and release of the respective speed ratio controlling devices 32, 35, 33 and 34.

The transmission casing is adapted to support in aforward openingv oscillating rack or actuating shaft D. The rear bearing for shaft D is provided by a member 19 which is disposed in a suitable opening 8D in the rear end wall 8| of the transmission easing 8|a, the rear end of the actuating shaft D being also supported by a piston for reciprocating the shaft and which will presently be referred to in detail.

This actuating shaft D has a series of teeth forming a rack adapted to be brought into operative association with each of the screw gears, these racks being designated at 82, 83 and 84 for respectively operating the screw gears 11, 11a, and 11b.

The forward end of shaft D is further provided with a third speed actuating projection 85 adapted for engagement with the lever shoulder 59 vfor operating the third speed controlling device 34. It will be noted that the racks and projection 85 are longitudinally spaced along the shaft D and that they are also spaced circumferentially of the shaft whereby upon progressive rotation of the shaft only one of the racks and the projection 85 will engage its associated screw gear'or` lever 55 at any time.

In Figs. 6 and 7 it will be noted that the shaft D is positioned so that the low speed rack 82 is in position for operating the low speed gear 11 and when' the shaft D is moved forwardly or to the left as viewed in Fig. 6, the low speed screw 18 will be rotated to cause the aforesaid braking operation of the low speed controlling device 32 for establishingl the low speed drive through the transmission. It will furthermore be noted that with the low speed rack 82 in the position illustrated, the remaining racks 13, 84 as well as projection 85 are free from engagement with their respective associated gears 118y 11b, and the lever 55, From Figs. 6v and 7 it will be noted that the shaft D has a space longitudinally and circumferentially between the second speed rack 84 and the direct drive projection 85, this space being designated as the neutral space N so that when the shaft is positioned with this space facing the screw gears, each of the racks as well as projection 85 will be free from contact with their associated screw gears and lever 55, and the transmission will be in neutral at which time the various braking devices 32, 33, 34 and 35 are released.

In order to selectively rotate the rack D for selectively engaging the racks and projection 85 thereof with the respective screw gears and lever 55, and also for axially operating the shaft in the various positions of selective adjustment, the following mechanism is provided.

Rearwardly adjacent the reverse rack 83, the shaft D is provided with a circular rack or gear 86 meshing with a segmental rack 81 rotatably xed with a shaft 88, best shown in Fig, '1, this shaft being rotatably journalled by a bearing 89 carried by the transmission side cover 98. The shaft 88 has fixed thereto, outwardly of the transmission cover, a lever 9| connected at 92 (see Fig. l) to a Bowden wire operating mechanism 93.

18 the reciprocating and' tends forwardly for pivotal connection with a ball end 94 of a lever assembly 95 secured to a tubular shaft 96 as shown in Figs. 5 and 5A. The forward end of the Bowden mechanism has a guide 91, provided by the bracket 98 rigidly secured to the outer stationary tubular housing 99 comprising the steering post, as best shown in Fig. 1. A

yielding connection is preferably provided at some convenient point b'etween the manual selector element, which will be shortly described, and the segmental rack 81 for rotatably adjusting the shaft D. We have illustrated this yielding connection in Fig. 5A intermediate the lever ball end 94 and the forward end of the Bowden wire mechanism 93. The wire 93 is anchored at its forward end to a housing |00 provided with preloaded oppositely acting springs |0| and |02 which respectively act against the ball seats |03 and |04. The springs |0| and |02"have sulcient rigidity so that normally they provide a rigid connection between lever 95 and Bowden wire 93. However, if for any reason the manually operated adjusting mechanism for the shaft D should bind at any point, the mechanism will be protected during any manual adjustment of lever 95 under such conditions by reason of the ability of springs |0| and |02 to yield. This yielding connection is therefore in the nature of a safety device for the manually controlled selector operating mechanism. The hollow operating shaft 96 extends Within the housing 99 and is suitably rotatably journaled therein.

Rotatable within the hollow shaft 9B is the hollow steering shaft; |01 operably connected at its upper end to a steering wheel |08 and adapted for operable connection at its lower end to the usual steering mechanism for the front ground wheels of the motor vehicle (not shown.) The l hollow operating shaft 96 extends upwardly to the point preferably just' below the steering wheel |08 to the manually controlled device generally designated at E for selectively controlling or manipulating the transmission speed ratios as will be presently more apparent.

Returning now to Fig. 6, the selector rack shaft D has its rear end adjacent the circular rack 86 provided with a groove |09 adapted to receive the flange ||0 of the fluid pressure operating piston assembly adapted for reciprocal movement in the cylinder ||2 which is a part of a casting ||3 best illustrated in Figs. 8 and 9 as attached at ||4 to the rear wall of the transmission- The pis- Vton provides the actuating member of the power operating means G for moving shaft D under power to engage the various brake bands land the direct speed clutch 34.

For yieldingly urging the rack shaft D to the 4right or rearwardly to release the speed ratio controlling devices, we have provided prime mover means F preferably in the form of a compression coil spring surrounding the rear end portion of shaft D between the xed abutment provided for the bearing member 19 and acting on piston In Fig. 6 it will be noted that the bearing member 19 is conveniently held in position by clamping the same between the rear casing wall 8| of the transmission and the casting assembly ||3.

'I'he piston has a flexible sealing cup /I I5 adapted to seal the piston against escape of the fluid forwardly of the cylinder ||2, the cup ||5 bearing'against the walls of the cylinder under the action of the uid pressure introduced to the pressure chamber H6. The sealing cup is held in The Bowden 4wire operating mechanism 93 ex-.

Fig. 1,'. leads to the delivery side of a swash plate type pump H driven from its location in the oil storing sump or reservoir |24 of the transmission casing by reason of the shaft |25 provided at its forward end by a driving gear |26. This gear meshes with an idler gear |21 which in turn meshes with the driving.A pinion |28 (see Fig. 6) carried on the rear end of the driving sleeve 29 which, as aforesaid, is fixed to the fluid impeller 2|.

A valve guide porting member |29 is pressed into the cylinder so as to be xed therewith, this porting member having an annular groove |30 communicating with the passage |22 and radially extending ports |3| and |32, the latter being adapted to be placed in communication by the valve |2| with an oppositely disposed port |33 communicating with the passage ||9. This Valve has a sliding fit within the cylinder bore |34 o-f the porting member |29. A valve operating rod |35, preferably of brass or other non-magnetic lng casting. 'I'he conduit |23, as best shown in material extends axially through the valve with y sufcient clearance to prevent binding thereof. The rold |35 extends beyond the valve and has a stop |36 for limiting movement of the valve by a spring |31 disposed between abutments |38 and |39, the latter having associated therewith the sealing washers |40 acting against a threaded stem of the electrical solenoid |42.

The rear end of valve operating rod |35 is connected at |43 with the armature |44 of solenoid |42, the armature being' adapted for reciprocatlon in the solenoid cylinder |45 having the rear abutment |46. Any fluid which may leak rearwardly beyond the valve |2| is adapted to drain downwardly from the portion of casting ||3 which encloses the valve operating spring |31 by reason of the drain conduit |41, this conduit then extending forwardly to the main body 'of the transmission where the oil is permitted to drain back to the reservoir |24. A further conduit |48 is adapted to return the oil from operating cylinder ||6 back to the reservoir, this conduit |48 yopening rearwardly to the forward end of valve The valve |2| has the reduced valving portion |49 adapted to place the conduits |22 and ||9 in In the drawings, the parts are shown to the conduit ||9 and the pressure chamber ||6 of the cylinder ||2. When the valve |2| moves rearwardly under the influence of solenoid |42, as will be presently more apparent, the spring |31 will be compressed and the reduced portion |49 will no longer provide communication between conduits |22 and I9 to supply fluid pressure from the pump H to operate-the piston and selector rack shaft D forwardly for actuating one of the speed ratio controlling devices 32, 33, 34 or 35, depending on the rotative selective adjustment of the selector rack shaft, as will be presently more apparent. l

The function and operation of the manually controlled selector mechanism E in relation to the selector rack shaft D will now be further described.

Secured to the upper end of the hollow operating shaft 96, as best seen in Fig. 4, is an annularv collar |50 having an integral laterally extending projection providing an abutment for a spring'l52 which has its lower end yieldingly actingagainst an intermediate portion of a manually operated selector element or lever |53. It will be noted that the extension |5| projects through an arcuate opening |54 of the fixed housing 99 to accommodate oscillating adjustment of the extension |5|.

The inner end of selector lever |53 is pivotally mounted at |55 to an intermediate portion of the collar extension 5| so that the selector lever may have vertical movement on pivots |55 relative to the extension |5| but when lever |53 is moved around the axis of-the steering post housing 99,

the collar |50 together with its extension |5| and the shaft 96 will be rotatively moved as a unit.

a housing |56 preferably in the shape of a sector. The outer end of this housing has a downwardly extending flange |51 provided with an arcuate opening |58 through which the lever |53 extends for arcuate adjustment. The outer end of the selector lever is provided with a knob or handle |59 adapted for convenient grasp by the hand of the motor vehicle driver.

The outer curving edge of housing |56 is preferably formed with a number of legends characterizing the various positions of manual adjustment of selector lever |53 depending on the number of stations of adjustment for this lever. In the particular embodiment illustrated, the selector lever 53 is adapted to have five positions of adjustment |60, |6I, |62, |63 and |64 bearing the legends indicated in Fig. 3 designating the lever positions corresponding i to first, second, third, neutral and reverse conditions of "control for the transmission.

The ange |51 of housing |56 carries an arcuately arranged switch mechanism below the selector lever |53, this mechanism being best illustrated in the wiring diagram of Fig. 17. This switch comprises an arcuate floor |65 provided with a series of grooves or notches |66, |61, |68, |69 and |16 corresponding respectively to the positions of selector lever 53 when adjusted to the stations |60 to |64, inclusive. The upper sides of the aforesaid notches are preferably chamfered or beveled, as shown in Fig. 17, and the portion of selector lever |53 engageable with these notches is likewise beveled as indicated at |1l.

When the operator desires to select any conditicn of control of the transmission, he swings the selector lever |53. into the desired position, the spring |52 yieldingly urging the selector lever downwardly into engagement with one of theV notches of the switch member |65.

Referringnow to the wiring, diagram of Fig. 17, a plurality of switches or contacts |12 for each of the notches of the switch member |65 are adapted for operation by a stem |13 siidable in an opening |14 communicating with each of the switch notches. When the selector arm is lo- Fixed on the upper end of the housing 99 is' cated in any of the switch notches, one o f the stems |13 associated with such notch is engaged by the selector lever and is pushed downwardly by the spring |52 to break the current through the wire |15 which connects all the switches |12 in series. Eacl switch |12 has a spring |16 associated therewith for restoring the switch to its contacting position and raising its stem |13 as soon as the selector'lever is moved out of one of the notches. The wire |15 connects with one terminal of a storage battery |11, the other end of the wire |15 being connected to the windings of the solenoid armature |44 aforesaid, which is grounded at the other terminal of the battery |11.

The manually controlled selector operating mechanism, is practically instantaneous in its response to selective adjustment of the lever |53 and the different selections may be made as rapidly as desired. In the general operation of the selector mechanism E for changing the transmission speed ratio, the operator moves the selector lever I'53 from one of the station notches in the switch member 65. Just as soon as the selector lever is moved fromone of the notches, the switch |12 associated with such notch will be closed, thereby inducing an electrical circuit through the solenoid windings |18 for causing the solenoid armature |44 to move rearwardly against the abutment |46. vThis rearward movement of the solenoid armature will adjust the valve |2| rearwardly to place the fluid pressure chamber 6 of cylinder ||2 in communication with the reservoir discharge conduit |48 whereupon the spring F will move the shaft D rearwardly to release any of the controlling devices 32 to 35 which might have been in operation. This entire phase of the operation takes place very quickly during the initial part of adjustment of the selector lever out of one of the notches of the switch member |65. The selector lever |53 may then be moved into any other station of control and dropped vinto the corresponding notch for such position.

When the selector lever is so released it will be apparent that one of the switches |12 corresponding to such newly selected position will be opened, thereby interrupting the electrical circuit through the vwire to the solenoid Windings |18. At such time the spring |31 will immediately act to move the valve |2| and the armature |44 forwardly to establish communication between the fluid pressure supply conduit |22 and the pressure chamber ||6. This will immediately cause a' forward movement induced by the fluid pressure on the shaft D for operating one of the selectorV controlling devices which might have been selected for the new position or else for operating the shaft D without causing any movement of any of the speed ratio controlling devices in the event that neutral was selected.

Returning now to the aforesaid cycle of operation and to the point where the selector lever |53 was described as having been moved out of one of the notches preparatory to movement thereof into a newly selected notch, just as soon as the solenoid armature |44 moves rearwardly to operate the valve |2| to vent the pressure chamber H6, it will be apparent that the fluid pressure load is removed from the shaft D which is f now in its rearward position so that arcuate movement of the selector lever |53 will operate through the hollow steering post shaft |01, Bowden wire mechanism ||2, and sector 81 to rotatably adjust the shaft D into a new position for actuation ofone of the speed ratio controlling devices. `The mechanism operates almostinstantaneously so that there is practically no resistance vto immediate arcuate adjustment of selector lever |53 from a position in'one of the notches although any binding tendency, experienced at the shaft D during the initial or other tendency to move the shaft will be taken up yieldingly through the Bowden wire connection shown in Fig. 5A. f

mesh with the idler gear |21 which in turn is drivingly connected with the fluid-impellerassociated driving pinion |28. A ported cylindrical member |82 is suitably fixed to the casing |19. The member |82 has inlet and outlet chambers |83 and |84 respectively for the fluid such as oil, admitted to the pump H and delivered therefrom under pressure.

The inlet chamber |83 is in communication with' thefluid in the reservoir |24 through an inlet passage |85. Formed in the rearward portion of the member |82 are circumferentlally spaced arcuate inlet and outlet ports |86 and |81.

Surrounding the shaft |25 for rotation there-Y with is a pump rotor |88 which is suitably fixed to the shaft |25 by a pin |89 registering with recesses |90 and |9| in the shaft and the rotor respectively. The rotor |81 has a plurality of circumferentially spaced cylinders |92 opening inwardly toward a swingably mounted wabble or swash plate |93 adapted to regulate the pressure of fluid delivered by the pump as .hereinafter set forth. An annular end member |94 is fixed to the forward end of the rotor |68 Afor rotation therewith, the member |94 having ports |95 for each cylinder |92. As the rotor rotates these ports |95 successively register with the ports |86 and |81 so that they are alternately intake and discharge ports, as is well understood by those familiar with the art on swash plate pressure pumps of this type.

Eachi cylinder |92 vreceives a piston |96 adapted for reciprocatory movement therein. A rounded end |91 of each piston is normally adapted to slidably bear against an outer ring |98 of the swash plate |93, as will hereinafter be more apparent and each piston is urged outwardly with respect to its cylinder and into engagement with the ring |98 by a spring |99.

This ring is supported bya bearing 200 carried by a swinging dished member 20| having trunnions 202 and 203 pivotally supported in the casing |19 and a cover plate 203a fixed to the casing by bolts 2031. An extension 204 of the member 20| is fixed to the pressure regulating means to thereby control the inclination of the swash plate.

A cover plate 205 is secured by fasteners 20S to the rearward face 201 of an extension of the casing |19 to close off the chamber of an auxiliary pump 208 where such pump is employed.

The pump 208 comprises a driving gear 209 and a driven gear 2|0 together with oil -inlet 2|| communicating with the reservoir |24'and out- -let 2|2, and is adapted to supply oil undera relatively low prcssureto lubricate parts of the engine A or transmission `C. In communication with the outlet 2|2 is 'a conduit 2 i3 through which the oil' passes to the point oflusage in the engine'or transmission for lubrication thereof.

The iiuid delivered by the pump H is led from the outlet chamber |84 through aseries of passages 2|4, 2|5 and 2|6, the passage 2|5 communicating with the pressure conduit |23 which supplies fluid under pressure to the valve controlled cylinder |20 which slidably receives the fluid pressure supply controlling`- valve |2|.' A lead-off conduit 2 I1 communicates with the passage 2 |6'to convey the fluid to a'further conduit 2|8 registering with a pressure chamber 2|9. The chamber 2|9 is formed by a piston 220 adapted to reciprocate in a cylinder 22| carried by an extension of the casing |19 and having its rearward opening closed by a threaded plug 222 including a pressure seal 223. A coil spring 224 is adapted to yieldingly urge rearwardly an end member 225 having a stem portion 226 extending through an aperture 221 of the swash plate extension 204 and into a recessed piston head member 228l fixed to the piston 220.

A forward support for the spring 224 is provided by a member 229 which has an articulated connection at 230 on a,V whiiiie lever 23|. The lever 23| includes .a stem 232 pivoted at 233 to the lever, the stem having a reduced threaded shank 234 extending through an aperture 235 in the casing |19 and held by a movement-limiting fastener 236. To the other end of the lever 23| a link member 231 is pivotally connected at 238. A stem portion 239 of the member 231 extends through an opening 240 of the casing |19. A coiled spring 24|- preferably of a lower rate than the spring 224-is interposed between the casing and the member 231 to yieldingly urge this member to its forward position.

A cam member 242 is fixed on' a partially threaded shaft aai journaued by the casing |19. The cam member is positioned adjacent the end of the stem portion 239 for selective registering of a plurality of cam faces 244, 245, 245B and 246, as

l will presently be more apparent.

The stem portion 239 is urged rearwardly into contact with the cam face 242 by fluid pressure moving the piston 220 to act through the heavy spring 224 as a solid member and thereby compress the light spring 24|. The cam face 244 is adapted to register with the stem portion 239 when the transmission C is in its reverse drive condition. In Fig. 18 the stem portion is illustrated in its first speed position with the cam face 245, and the stem portion will be engaged with the portion 245 of this cam face when the transmission C is in its neutral condition, as will readily be more apparent. When the stem portion is adiacent the elongated cam face 246 the transmission vis in either itssecond speed or its direct drive.

To control these various positionings of the cam member 242 an annular sealing ring 241 is seated in the casing |19 to accommodate the rotative movement imparted by a link 248 fixed to the shaft 248 by a threaded fastener 249. A connector link 250 has articulated connections 25| and 252 on the link 248 and the end of one of the arms of a bell crank is pivotally 'supported at 254 on the casing |19 and its outwardly extending arm provides an articulated connection 255 for a suitable remote control. To this end a connector arm 256 is pivotally connected at 251 to an exten- -sion arm 258 fixed to the end of the lever 9 thus providing a selective control through the selector 75 y arcuate adjustment of the selector lever |53 into the notches |66, |61, |68, |69 and |19 the cam faces 245, 246, 246, 245EL and 244, respectively, will l be adjacent the stem portion 239.

A means for infinitely controlling the compressing of the springs 224 and 24| may be used, if desired, to regulate the pump fluid pressure independently of the aforesaid means responsive to the adjustment of the selector lever |53. A cam member 259 is fixed to a partially threaded shaft 260 journaled within the casing |19. The face of this cam member is adjacent a portion 26| of the lever 23|. An annular sealing member 262 has a seat in the casing |19 and supports a link 263 fixed to the shaft 269 by a threaded fastener 264. Pivotally connected at 265 on the link 263 is a suitable remote control which may, if desired, include a movement Vtransmitting member 266 (best shown in Fig. 1). The forward end of the member 266 has an articulated connection at 261 on the shorter arm of a pedal 268 pivotally supported at 269 to a suitable stationary support member of the clutch B. By depressing a face member 219 of the pedal 268 movement is transmitted until the link strikes the rearward extreme of a slot 21| in the casing |19 at which time the pedal face 219 is against' the vehicle tow-boards 212. A resilient means such as a spring 213 may be interposed between the pedal 268 and the toeboards 212 to yieldlngly return the pedal face 219 to its illustrated position.

The relationship of the shorter arm to the longer arm of the pedal 268 can be so determined, if desired, that as the pedal face is depressed to substantially one-.third of its complete movement the lower arm of the pedal will move rearwardly in a certain arc. This arc transmits sufllcient rear- A ward movement to the member 266 to rotate the cam member 259 counterclockwise (as viewed in Fig. 13) away from the part 232 to permit expansion of the springs 224 and 24| sufficiently to reduce the pump fluid pressure to about twothirds of its maximum pressure, as will presently be more apparent. As the pedal face is moved through the remainder of its travel the cam member 259 is further rotated to'evenly expand the springs 224 and 24| to gradually reduce the pump fluid pressure to zero at which time there is preferably a slight clearance between the cam member and the lever 23| by reason of the movement-limiting fastener 236 to accommodate the various adjustments of the cam member 242 relative to the stem portion 238 aforesaid. l During the return movement of the pedal face 219, induced by the spring 213, the springs 224 and 24| are contracted to increase the fluid pressure of the pump in a manner just the reverse of the downward pedal movement. When the pedal face is completely returned to its illustrated `position, the pump fluid pressure will be at a predetermined maximum for the selected speed ratio by reason of the proper positioning of the cam 242.

One feature of our invention resides in the simple control that is possible with our transmission system, one preferred embodiment of this control being illustrated in Fig. 2 wherein it will be observed that the selector lever |53 is positioned for manipulation laterally to the right of the steering wheel |98 for effecting a change in the condition of the transmission. Our transmission provides for convenient manipulation of the motor vehicle by providing the 4engine throttle control or accelerator pedal 214 preferably at the right hand side of the steering post 99 so that it may be manipulated by the right foot of the driver. 0n the same side of the steering post is a pedal 215 which is adapted for operating the wheel brakes of the motor vehicle, and on the other side we have provided the pedal face 219.

of our completely -manual pressure regulating means for convenient manipulation by the left foot. The pedal 268 is thus apparently the well known friction plate clutch pedal, and has the same feel when operated by the driver, as will hereinafter be more apparent.

During the operation of the `pump H the shaft |25 drives the rotor |88, withthe plate |93 positioned as in Fig. 13 for maximum stroke for the first speed setting of the cam member 245 aforesaid, and approximately half the pistons |96 are moving inwardly drawing in fluid through the ports |86 and |95. The remaining pistons are simultaneously discharging fluid under pressure through the ports |81 and |95 for passage to the cylinder |29 and the pressure chamber 2 9. When the selector lever |53 is in its first speed notch |66 and the pedal face 219 is in its normal station as illustrated, the stem portion 239 registers with the elongated cam face 245. The relationshjp of the effective heighth of the cam face 245, the rate of the spring 224, the ratio of the perpendicular distances from the lines of action of the connections 239 and 238 to the pivot 233, and the effective area of the piston 229 subjected to fluid pressure is such that the pump continues to produce pressure until there is sufficient fluid Vpressure Within the chamber 2|9 to cause the piston 229 to impart movement through the heavy spring 224 as a solid member to compress the `light spring 24| to movefthe stem `portion 239 lmotionless so far as reciprocation is concerned,

assuming 4of course, that fluid under pressure is not being relieved from the delivery system.

In a similar manner as for the first speed pump pressure control, the effective heighth of the elongated cam face 246 is sufilcient to cause the piston 229 to level off the plate |93 when a predetermined maximum fluid pressure is effected. to satisfactorily actuate the second or third speed ratio controlling devices 33 and 34 respectively to control the torque transmitted through their respective gear trains. Similarly, the effective heighth of the reverse speed cam face 244 is sufllcient to cause the piston 229 to level off the plate |93 when a predetermined maximum fluid pressure lis produced to satisfactorily actuate the reverse speed ratio controlling device 35 to control the torque transmitted through this gear changed, or other facesrmay be added, without departing from the' scopeof our invention.

, |30 and port |32 of the porting member |29 into Referring to the operation of our transmission, 'with the fluid under pressure not being relieved from the delivery system and the pedal face 21|] in its illustrated station of Fig. -1, the pump H will rapidly build up the fluid system to its aforesaid predetermined fluid pressure for the selected speed ratio and the plate |93 then progressively lessens the stroke of the pistons until they, are substantially motionless so far as reciprocation is concerned. However, if the vehicle operator .then desires to select another speedratio or neutral, he lifts the lever |53 in doing so and theswitch |12 associated with the notch |66, |61, ISB, |69 or' |18 will be closed. This closing of the switch induces an electrical circuit through the solenoid windings |18 for causing the solenoid armature |44 .tomove rearwardly to adjust the valve |2| to place the-fluid pressure chamber 'H6 of cylinder ||2 in communication with the reservoir discharge conduit |48 to effect a release of any of the controlling devices 32 to 35 `which might have been in operation.

During'this opening of the chamber H6 to the reservoir conduit |43 the'escape of fluid lowers the pressure within the chamber2|9 and the rest of the system to substantially zero, fluid escaping from the conduit |22 through the groove the conduit |48. At this time the springs 224 and 24|l expand to incline the plate |93 rearwardly to its illustrated position. This entire phase of the operation occurs very quickly during the initial part of the adjustment of the selector lever |53 out of one of the notches of the switch member |65.

The reduction of pressure in the system permits the Vehicle operator to move the selector lever |53 into any other station of control inasmuch as the stem portion 239 is moved forwardly by the then expanded springs 224- and 24| to permit the arcuate adjustment of the cam member 242 simultaneously with the arcuate adjustment of the selector lever. When the selector -lever |53 is released into the newly selected notch it will be apparent that one of the switches |12 corresponding to such newly selected position will be opened, thereby interrupting the electrical circuit through the wire |15 to the solenoid windings |18. At such time the spring |31 will immediately 'act to move the valve 2| and armature |44 forwardly to establish communication between the fluid pressure supply conduit |22 and the pressure chamber H6. This will immediately cause a forward movement induced by the uid pressure on the shaft D for operating one of the selector controlling devices -which might have been selected for the new position or else for operating the shaft D without causing any movement of any of the speed lratio controlling devices in the event that neutral was selected. Immediately upon this forward movementof the valve |2| the fluid pressure system is again closed and the stroke of the pump pistons |96 is increased to effect thev uid pressure determined by the newly selected cam face 244 to 246 and its influence on the springs 224, 24| and the piston 220.

The function of the footpedal control is independent of the speed ratio responsive control to the extent that the pedal face 210 may be depressed to any degree at any time, providing the engine A is running, to vary the pressure of the `springsv224 and 24| which the piston 228 must overcome to vlevel off the swash plate |93 and thereby evenly reduce the fluid pressure to zero.

During this even change in fluid pressure the vehicle operator may select the speed ratios, as

.described earlier, with desirable characteristics of band or clutch slippage as effected by his control of the pedal face 210. It is obviously evident that the operator need not depress the pedal face at all, inasmuch as the lifting ofthe lever |53 will adjust the valve |2| rearwardly to place the fluid pressure chamber I6 in communication with the reservoir discharge conduitj |48 a't which time the fluid pressure in the pressure system is reduced to permit the cam member 242 to be adjusted to its new position when the selector lever |53 is swung to its newly selected notch and released therein to cause the valve |2| to move forwardly to operate the transmission in the selected speed ratio.

The speed ratio change having been made with the 'selector arm |53, theoperator preferably then returns the pedal face 210 to its normal position. This causes the selected speed ratio controlling device during that pedal face movement to smoothly and quietly increase its braking effect on the drum or clutch element in providing the newly selected speed ratio through the predetermined maximum fluid pressure for the aforesaid speed ratio.

In operating our transmission the various speed ratio selections may be made quickly and easily, aided by the speed ratio controlling device engagement characteristics eiected by depressing the pedal face 218, and each speed ratio controlling device is energized sufficiently to satisfactorily handle the torque transmitted by the engine A through that gear train. This also allows a wider range in designing power transmitting devices inasmuch as the torque transmitted through each speed ratio may reasonably be out of proportion with the others,

Bearing pressures and possibilities of the failure of parts are decreased by our pressure regulating means by reason of the fluid pressure for each speed ratio controlling device being just sumcient to handle the torque transmitted through each particular speed ratio. The movlng parts are therefore not subjected to continuous excess pressures and the pump H need not maintain the compromise high fluid pressure necessary without our regulating means.

A suitable remote control such as the illus--l trated pedal 268 is particularly advantageous have been indicated by primed reference characters. i

`It will be noted that instead of having the camA faces 244 to 246 on the cam member 242 as in the foregoing embodiment, a screw 216 is releasably locked in the -cam member 242 by a lock-nut 211. This screw 216 is illustrated in its first speed position adjacent the stem portion 238. A neutral space 218 on the cam member is provided between the screw 216 and a reverse speed screw 219 lockedto the cam member by a locknut 280. A second and a third speed cam face 246 is located next to the rst speed cam face 245.

In the operation of this embodiment of `our invention the screws 216 and 219 may be adjusted readily and locked by the nuts 211 and 280 respectively. The eiTective heighth of these screws determine the pressure of the springs 224 and 24| which the piston 220 must overcome by the produced fluid pressure before levelling oil' the swash g late.

By the adjustment of these cam screws the engaging characteristics of the various speed ratio controlling devices 32 to 35 may be conveniently altered. Other cam screws may be added for the other speed ratios, if desired.

Various modifications and changes may be eiected in the illustrated application without departing from the spirit of the invention or from the scope of the appended claims.

What we' claim is:

l. In a motor vehicle transmission having a plurality of speed ratio controlling devices, pressure fluid actuated means for selectively operating said devices, manually operable means '.r controlling the selective operation of said devices, means including a pump for supplying pressure uid to said fluid actuated means, a swingingly mounted wabble plate structure for regulating the pressure of fluid delivered by said pump, said swingingly mounted wabble plate structure being adapted for swinging movement from an inclined position of maximum pump delivery to a substantially leveled 01T position of minimum pump delivery, means yielding'ly urging said wabble plate structure toward its said inclined position, means operated by the pump delivery pressure fluid and acting on said wabble plate structure in opposition to said yielding means for swinging said wabble plate structure toward its said leveled oi position, and means opposing the last said swinging movement of said wabble plate structure with selectively variable force for varying the pump delivery pressure in accordance with selective operation of said control devices, said opposing means including variable abutment means, a relatively stilf spring thrusting against said wabble plate structure and a relatively light spring intermediate said stifl spring and said variable abutment means.

2. In a motor vehicle transmission having a plurality of speed ratio controlling devices, pressure fluid actuated means for selectively operating said devices, manually operable means for controlling the selective operation of said devices, meansincluding a pump for supplying pressure fluid to said uid actuated means, avswing'ingly mounted wabble plate structure for regulating the pressure of fluid delivered by said pump, said swingingly mounted wabble plate structure being adapted for swinging movement from an inclined position of maximum pump delivery,means yieldingly urging said wabble plate structure toward its said inclined position, means operated by the pump delivery pressure fluid and acting on said wabble plate structure in opposition to said yielding means for swinging said wabble plate structure toward its said leveled oil` position, means opposing the last said swinging movement of said wabble plate structure with selectively variable force for varying the pump delivery pressure in accordance with selective operation of said control devices, said opposing means including variable abutment means, a relatively stiff spring 'thrusting against said wabble plate structure and a relatively light spring intermediate said stiil' spring and said variable abutment means, and remote control means for rendering said opposing means inoperative.

3. In a motor Vehicle transmission having a plurality of speed ratio controlling devices, pressure fluid actuated means for selectively operating said devices, manually operable means for controlling the selective operation of said devices, means including a pump for supplying pressure uid tosaid uid actuated means, a swingingly mounted wabble plate structure for regulating the pressure of fluid delivered by said pump, said swingingly mounted wabble plate structure being adapted for swinging movement from an inclined position of maximum pump delivery to a substantially leveled oil position of minimum pump delivery, means yieldingly urging said wabble plate structure toward its said inclined position, means operated by the pump delivery pressure fluid and acting on said wabble plate structure in opposition to said yielding means for swinging said wabble plate structure toward its said leveled off position, and means for opposing said last swinging movement of said wabble plate structure for varying the pump pressure delivery in accordance with the selective operation of said devices, said last named means including a variable abutment, yielding means interposed between said abutment and said wabble plate structure and adapted to yleldably accommodate swinging movement of the latter toward its leveled off position, said yielding means including a relatively light spring and a relatively stiff spring.

4. In a motor vehicle transmission having a plurality of speed ratio controlling devices, pressure fluid actuated means for selectively operating said devices, manually operable means for controlling the selective operation of said devices, means including a pump for supplying pressure fluid to said fluid actuated means, a swingingly mounted wabble plate structure for regulating the pressure of uid delivered by said pump, said swlngingly mounted wabble plate structure being adapted for swinging movement from an inclined position of maximum pump delivery to a substantially leveled off position of minimum pump delivery, means yieldingly urging said wabble plate structure toward its said inclined position, means operated by the pump delivery pressure fluid and acting on said wabble plate structure in opposition to said yielding means for swinging said wabble plate structure toward its'said leveled off position, and'means for opposing said last swinging movement of said wabble plate structure for" varying the pump pressure'delivery in accordance.

ment being operable to selectively limit the action of said light spring in yieldably accommodating swinging movement of said wabble plate structure toward its said leveled oi position.

5. In a motor vehicle transmission having a plurality of speed ratio controlling devices, pressure iluid actuated means for selectively operating said devices, manually operable means for controlling the selective operation oi said devices, means including a pump for supplying pressure iluid to said iluid actuated means, a swingingly mounted wabble plate structure for regulating the pressure of uid delivered by said pump, said swingingly mounted wabble plate structure being adapted for swinging movement from an inclined position of maximum pump deliveryto a substantially leveled oi position of minimum pump delivery, means Iyieldingly urging said wabble plate structure toward its said inclined position, means operated by the pump delivery pressure fluid and acting on said wabble plate structure in opposition to said yielding means for swinging said wabble plate structure toward its said leveled oil? position, and means for opposing said last swinging movement of said wabble plate structure for varying the pump pressure delivery in accordance withthe selective operation of said devices, said last named means including a variable abutment, yielding means interposed between said abutment and said wabble plate structure and adapted to yieldably accommodate swinging movement of the latter toward its leveled oif position, said yielding means including a relatively light spring and a relatively stii spring, said variable abutment being operable to selectively limit the action of said light spring in yieldably accommodating swinging movement of said wabble plate structure toward its said leveled oi position and being further operable to cause said relatively stii spring to yieldably accommodate said last mentioned movement of said wabble plate structure when said light spring is rendered inactive to accommodate said movement.

6. In a motor vehicle transmission having a plurality of speed ratio controlling devices, pressure iuid actuatedmeans for selectively operating said devices, manually operable means for controlling the selective operation of said devices, means including a pump for supplying pressure fluid to said iuid actuated means, a swingingly mounted wabble plate structure for regulating the pressure of iluld delivered by said pump, said swingingly mountedwabble plate structure being adapted for swinging movement from an inclined position of maximum pump delivery to a substantially leveled off position of minimum pump delivery, means yieldingly urging said wabble plate structure toward its said inclined position, means operated by the pump delivery pressure iluid and acting on said wabble plate structure in opposition to said yielding means for swinging said wabble plate structure toward its said leveled oi position, and means for opposing said last swinging movement of said wabble plate structure for varying the pump pressure delivery in accordance with the selective operation of said devices, said last named means including a vari. able abutment, yielding means interposed between said abutment and said wabble plate structure and adapted to yieldably accommodate swinging movement of the latter toward its leveled oil? position, said yielding means including a relatively light spring and a relatively stiff spring, said variable abutment being operable to selectively limit the action of said light spring in yieldably accommodating swinging movement of said wabble plate structure toward its said leveled off position and being further operable to cause said relatively stiff spring to yieldably accommodate said last mentioned movement of said wabble plate structure when said light spring is rendered .inactive to accommodate said movement, said stiff spring acting as a substantially solid member when said light spring is operable to yieldably accommodate said swinging movement of said wabble plate structure. I

7. In a motor vehicle transmission having a plurality of speed ratio controlling devices, pressure fluid actuated means for selectively operating said devices, manually operable means for controlling the selective operation of said devices,

-means including a pump for supplying pressure uid to said fluid actuated means, a swingingly mounted wabble plate structure for regulating the pressure vof fluid deliveredby said pump, said swingingly mounted wabble plate structure being adapted for swinging movement from an inclined position of maximum pump delivery to a substantially leveled oi position of minimum pump delivery, means yieldingly urging said wabble plate structure toward its said inclined position, means operated by the pump delivery pressure iluid and acting on said wabble platestructure in opposition to said yielding means for swinging said wabble plate structure toward its said leveled oi position, and means for opposing said last swinging movement of said wabble plate structure for varying the pump pressure delivery, said last named means including a variable abutment, yielding means interposed between said abutment and said wabble plate structure and adapted to yieldably accommodate swinging movement of the latter toward its leveled oi position, said yielding means including a relatively light spring and a relatively stii spring, said variable abutment being operable to selectively cause one of said springs to yieldably accommodate swinging movement of said wabble plate structure toward its said leveled oil position in response to the selective operation of one of said devices and being operable to cause the other of said springs to yieldably accommodate said last named movement of said wabble plate structure in response to the selective operation of another of said devices.

8. In a motorvehicle transmission having a plurality ofspeed ratio controlling devices, pressure fluid actuated means for selectively operating said devices, manually operable means for controlling the selective operation of said devices, means including a pump for supplying pressure fluid to said fluid actuated means, a swingingly mounted wabble plate structure for regulating the pressure of fluid delivered by said pump, said swingingly mounted wabble plate structure being 'adapted for swinging movement from an inclined position of maximum pump delivery to a substantially leveled 01T position of minimum pump delivery, means yieldingly urging said wabble plate structure toward its said inclined positipn, means operated by the pump delivery pressure uid and acting on said Wabbleplate structure in opposition to said yielding means for swinging said wabble plate structure toward its said leveled oi position, and means for opposing the last said swinging movement of said wabble plate structure for varying the pump pressure delivery in accordance with selective operation of said control devices, said opposing means including selectively operable variable abutment means,

and' a plurality of yieldable members having d it- 7i ing said devices, manually operable means for controlling the selective operation of saiddevices,

means including a pump for supplying pressure fluid to said uid actuated means, a swingingly mounted wabble plate structure for regulating the pressure of iluid delivered by said pump, said structure being adapted for swinging movement from a position to effect maximum pump pres- `sure .delivery to a position to effect minimum pump pressure delivery, means responsive to pressure of fluid delivered by said pump for swinging said structure toward a position to effect minimum pump pressure delivery, means opposing pressure movement of said structure including a plurality of yieldable members so constructed and arranged as to exert different rates of opposition to said last movement for varying the pumppressure delivery, and means responsive to the operation of said manually operable means for selectively regulating the opposition of said yieldable members in accordance with 'the selective operation of said control devices.

10. In a motor vehicle transmission having a plurality of speed ratio controlling devices, pressure fluid actuated means for selectively operating said devices, manually operable means for controlling the selective operation of said devices, means including a pump for supplying pressure iluid to said uid actuated means, a swingingly mounted wabble plate structure for regulating the pressure of fluid delivered by said pump, said structure being adapted for swinging movement from a position to eifect maximum pump pressure delivery to a position to effect mininmum pump pressure delivery, means responsive to pressure of iluid delivered by said pump for swinging said structure toward a position to effect minimum pump pressure delivery, means opposing pressure movement of said structure including a plurality of yieldable members so constructed and arranged as to exert dierentvrates of opposition to said last movement for varying the pump pressure delivery means responsive to the operation of said manually operable means for selectively regulating the opposition of said yieldable members in accordance with the selective operation of said control devices, and remote control means for rendering said opposing means inoperative,

11. In a motor vehicle transmission having a plurality of speed ratio controlling devices, pressure uid actuated means for selectively operating said devices, manually operable means for controlling the selective operation of said devices,

means including a pump for supplying pressure fluid tosaid uid actuated means, a swingingly l mounted wabble plate structure for regulating the pressure .of fluid delivered by said pump, said wabble plate structure being adapted for swinging movement from an inclined position of maximum pump delivery to a substantially leveled oi position of minimum pump delivery, means operated by the pump delivery pressure uid and acting on said wabble plate structure for swinging the latter toward its said leveled oil' position, and means opposing the last said swinging movement of said wabble plate structure with selectively variable force forv varying the pump delivery 'pressure in accordance with selective operation i of said control devices, said opposing means including a variable abutment means, a relatively stiilspring and a relatively light spring intermediate said abutment means and said wabble plate structure, a rod intermediate one of said springs and said abutment means and movable into engagement with the latter in response to movement of said wabble plate structure toward of said wabble plate structurev toward its said last mentioned position when said rod is in engagement with said abutment means.

12. In a motor vehicle Atransmission having a plurality of speed ratio controlling devices, pressure fluid actuated means for selectively operating said devices, manually operable means for controlling the selective operation of said devices, means including a pump for supplying pressure uid to said `fluid actuated means, a swingingly mounted wabble plate structure for regulating the pressure of fluid delivered by said pump, said wabble plate structure being adapted for swinging movement from an inclined position of maximum pump delivery to a substantially leveled oil. position of minimum pump delivery, means operated by the pump delivery pressure uid and acting on said wabble plate structure for swinging the latter toward its said leveled off position. and means opposing the last said swinging movement of said wabble plate structure with selectively variable force for varying the pump delivery pressure in accordance with selective operation of said control devices, said opposing means including a relatively stiii spring thrusting against said wabble plate structure and a relatively light spring acting in opposition to said first spring, a swingingly mounted abutment for said springs, a rod operably connected with said abutment, and a variable stop `engageable with said rod for varying the opposition of said opposing means to movement of said wabble plate structure toward its said leveled 01T position.

13. Ina motor vehicle transmission having a plurality of speed ratio controlling devices, pressure fluid actuated means for selectively operating said devices, manually operable means for controlling the selective operation of said devices, means including a pump for supplying pressure fluid to said iluid actuated means, a swingingly mounted wabble plate structure for regulating the pressure of iluid delivered by said pump, said wabble plate structure being adapted for swinging movement from an inclined position of maximum pump delivery to a substantially leveled off position of minimum pump` delivery, means operated by the pump delivery pressure uid and acting on said wabble plate structure for swinging the latter toward its said leveled off position, means opposing the last said swinging movement of said wabble plate structure with selectively variable force for varying the pump delivery pressure in accordance with selective operationof said control devices, said opposing means including a relatively stii spring thrusting against said wabble plate structure and a relatively light spring acting in opposition to said first spring, a swingingly mounted abutment for said springs, a rod operably connected With said abutment, -a variable stop engageable `with said rod for varying the opposition of said opposing means to movement oi said wabble plate structure toward its said leveled off position, and means for moving .said abutment axially of said springs for varying the opposition of said opposing means independently of said variable stop.

14. In a motor vehicle transmission having a "plurality of fluid pressure operated speed ratio controlling devices, means controlling the selec- Vtive operation of said devices, means including a ition, means operated by the pump delivery pressure iluid and acting on said wabble plate structure in opposition to said yielding means for swinging said wabble plate structure toward its s'aid leveled oil position, and means opposing the last said swinging movement of said wabble plate structure with selectively variable force for varyingv the pump delivery pressure in accordance with selective operation of said control devices, said opposing means including vari- ,able abutment means, a relatively stift spring ,thrusting against said wabble plate structure and a relatively light spring intermediate said` stift' spring and said variable abutment means.

15. In a motor vehicle transmission having a plurality of iluid pressure operated speed ratio controlling devices, means controlling the selective operation of said devices, means including a pump for supplying a iiuid under operating presvsure for operation of said devices, a swingingly mounted wabble plate structure for regulating the pressure of fluid delivered by said pump, said swingingly mounted wabble plate structure being adapted for swinging movement from an inclined position of maximum pump delivery to a substantially leveled oil position of minimum pump delivery, means yieldingly urging said wabble plate structure toward its said inclined position, means operated by the pump delivery pressure fluid and acting on said wabble plate structure in opposition to said yielding means for swinging said wabble platevstructure toward its said leveled off position, and means for opposing the last said swinging movement of said wabble plate structure for varying the pump pressure delivery in accordance with selective operation of said control devices, said opposing means including selectively operable variable abutment means, and a plurality of yieldable members having different rates of compression interposed between said abutment means and said wabble plate structure.

16. In a motor vehicle transmission having a s plurality of iiuid pressure operated speed ratio controlling devices, means controlling the selective operation of said devices, means including a pump for supplying a iiuid under operating pressure for operation of said devices, a swingingly mounted wabble plate structure for regulating the pressure o! fluid delivered by said pump, said structure being adaptedfor swinging movement from a position to effect maximum pump pressure delivery to a position to effect minimum pump pressure delivery, means responsive to pressure of fluid delivered by said pump for swinging said structure toward a position to eirect minimum pump pressure delivery, means opposing pressure movement of said structure including a plurality of yieldable members so constructed and arranged as to exert diierent rates of opposition to said last movement for varying the pump pressure delivery, and means responsive to the operation of control means for selectively regulating the opposition of said yieldable members in accordance with the selective operation of said control devices.

11. In a motor vehicle transmission having a plurality of fluid pressure operated speed ratio controlling devices, means controlling the selective operation of said devices, means including a pump for supplying a fluid under operating pressure for operation of said devices, a swingingly mounted wabble plate structure for regulating the pressure of fluid delivered by said pump, said structure being adapted for swinging movement from a, position to effect maximum pump pressure delivery to a position to eiect minimum pump-V pressure delivery, means responsive to pressure of iiuid delivered by said pump for swinging said structure toward a lposition to effect minimum pump pressure delivery, means opposing pressure movement of said structure including a plurality of yieldable members so constructed and arranged as-to exert diierent rates of opposition to said last movement for varying the pump pressure delivery, means responsive to the operation of said manually operable means for selectively regulating the opposition of said yieldable members in accordance with the selective operation of said control devices, and remote control means for rendering said opposing means inoperative.

18. In a motor vehicle transmission having a plurality of uid pressure operated speed ratio controlling devices, means controlling the selective operation of said devices, means including a pump for supplying a uid under operating pressure for operation of said devices, a swingingly mounted wabble plate structure for regulating the pressure of fluid delivered by said pump, said wabble plate structure being adapted for swinging movement from an inclined position of maximum pump delivery to a substantially leveled off position of minimum pump delivery,

means operated by the pump delivery pressure uid and acting on said wabble plate structure for swinging the latter toward its said leveled off position, and means opposing the last said swinging movement of said wabble plate structure with selectively variable force for varying the pump delivery pressure in accordance with selective operation of said control devices, said opposing means including a variable abutment means, a relatively stiff spring and a relatively light spring-intermediate said abutment means and said wabble plate structure, a rod intermediate one of said springs and said abutment means and movable into engagement with the latter in response to movement of said wabble plate structure toward its leveled oil position, said relatively light spring being adapted to yieldingly accommodate swinging movement of said Wabble plate structure toward its said last men- .tioned position as said rod is moved into engagesition when said rod is in engagement with said abutment means.

19. In a motor vehicle transmission having a 75 plurality of fluid pressure operated speed ratio controlling devices, means controlling the selective operation of said devices, means including a pump for supplying a iiuid under operating pressure for operation of said devices, a swingingly mounted wabble plate structure for regulating the pressure of iuid delivered by said pump, said wabble plate structure being adapted for swinging movement from an inclined position of maximum'pump delivery to a substantially leveled off position of minimum pump delivery, means operated by the pump delivery pressure uid and acting on said wabble plate structure for swinging the latter toward its said leveled oi position, and means opposing the last said swinging movement of said wabble plate structure with selectively variable force for varying the pump delivery pressure in accordance with selective: operation of said control devices,

said opposingmeans including a relatively stiff spring thrusting against said wabble plate structure and a relatively light spring acting in opposition to said iirst spring, a swingingly mounted abutment for said springs, a rod operably connected with said abutment, and a variable stop engageable with said rod for `varying the opposition of said opposing means to movement of said wabble plate structure toward its said leveled off position.

20. In a power transmitting mechanism including a plurality of iiuid pressure operated speed ratio control devices, means operable to control operation of said devices, a pump for supplying a uid under operating pressure for operation of said devices, a control member movable in one direction for varying the iiuid delivery output of said pump, a plurality of yieldablev elements adapted to exert respectively diierent rates of opposition to said movement of said member, and means operable to vary said opposition of at least one of said elements in response to operation of said control means.

21. In a power transmitting mechanism including a plurality of fluid pressure operated speed ratio control devices, means operable to control operation of said devices, a pump for supplying a fluid operating pressure for operation of said devices, a control member movable in one direction for varying the fluid delivery output of said pump, a plurality of yieldable elements adapted to exert respectively different rates of opposition to said movement of said member, an abutment .for said elements pivotally movable to vary the opposition of at least one of said elements t0 said movement of said member, and means operable to eiect pivotal movement of said `abutment in response to operation of said control means.

22. In a power transmitting mechanism including a Vplurality of fluid pressure operated speed ratio control devices, means operable to control operation of said devices, a pump for supplying a fluid under operating pressure for operation of said devices, a control member movable ln one direction for varying the uid delivery .output of said pump, a plurality of yieldable elements adapted to exert respectively different rates of opposition to said movement of said member, an abutment for said elements pivotally movable to vary the opposition of at least Aone of said elements to said movement of said member, means operable to eiect pivotal movement of said abutment in response to operation of said control means, and means operable to effect movement of said abutment in a direction substantially longitudinally with respect to the direction of force applied thereto by said elements.

CARL A. NERACHER. WILLIAM T. DUNN. 

